Like many other 30 kWh battery owners, I received the letter saying the battery controller (LBC) was not displaying properly.

This is a record of my car just before the software upgrade (which took about 40 minutes):

GIDS 242 (67.8%), AHr 57.893, SOH 72.84, HX 70.98, L1/L2 365, QC 16

and after

GIDS ?? AHr 70.459, SOH 88.65, HX 71.07 (all 12 bars returned!)

I forgot the GIDs, will look tomorrow. So what do I think? It was great to see all 12 battery capacity bars returned. But looking below at the first capacity bar going away, I don't think I'm too far from that happening again.

Manufacture date from inside car door is 10/15 *NOT* 2016 as I originally posted

ODO 6,084
AHr=64.97
SOH=81%
Hx=79.63
10 QC / 139 L1/L2

Charging habits: mostly from 20% to 80%, a few to 100%, from memory, 2 QCs in 97-degree temperatures, one or three times car sat more than 4 hours at 100% charge in the heat, and maybe twice (from memory) at 95% charge more than 12 hours (in a garage -- those times I misjudged thinking it would be a busy day, so fully charged ran short errands, car got to 95% at about 3pm, then sat that way until the next morning).

Today was the first day I was able to test my power added after the software update.
Drove to work today trying to bring the car as low as I could and hooked it up to the ChargePoint charger.

13% Remaining on the battery, with two bars showing on the dash gauge.
Charger added 24.909 kwh to the battery. I did not have time to gather the latest LeafSpy data.

By my calculations, this means about .28631 kwh per percent used. This would mean an available capacity of 28.631 kwh. My understanding is that the car holds a small reserve charge of a couple kwh beyound 0% available power.

Looks pretty close to where it should be considering the miles on the car.

dedwards wrote:Today was the first day I was able to test my power added after the software update.
Drove to work today trying to bring the car as low as I could and hooked it up to the ChargePoint charger.

13% Remaining on the battery, with two bars showing on the dash gauge.
Charger added 24.909 kwh to the battery. I did not have time to gather the latest LeafSpy data.

By my calculations, this means about .28631 kwh per percent used. This would mean an available capacity of 28.631 kwh. My understanding is that the car holds a small reserve charge of a couple kwh beyound 0% available power.

Looks pretty close to where it should be considering the miles on the car.

I would love information on how to best test the battery capacity.

Part of the thing that makes the calculations difficult is you have to consider the efficiency of all the parts. The chargepoint is probably close to 99.9% since it only connects the power to the charger in the car. The charger is more like 85% since it has to convert the AC to DC and up the voltage to 400V.
One study said it takes 32kWh to fill a new battery to 28.5kWh. So 13% = 3.7 kWh + 24.9 added = 28.6 28.6/32 = 89% capacity?

I don’t trust anything on the dash these days so I am going to run it down to turtle and then charge it up and see how close it is to 32. Or 28.5 on a QC charger.

Which is consistent with a ~30 kWh total pack, with 90% (27 kWh) available, and discharge/recharge efficiency of 85%.

jbuntz wrote:I also noticed that the car displayed 3.5 mi/kWh avg...

First, use mapping software to find your odometer error in your CW/NC miles driven reports to correct the mi in 3.5 mi/kWh.

Then, use your expected discharge/recharge efficiency to correct the kWh used error, as reported by CW/NC in 3.5 mi/kWh.

If your 30 "kWh" LEAF has the same error in kWH use reported on the Dash/NaV screen and CW/NC as do 2011 LEAFs, then you could calculate capacity loss from this consistent error, without having to do full discharge/charge tests.

My 2011's LBC currently reports ~36% capacity loss, but the kWh use report error is close to a consistent 12%, meaning each nominal kWH reported on my dash/nav screen and CW/NC, actually contains ~1,120 WH, and my available pack capacity is now ~24 % below spec.

However, the 3.5 mi/kWh. you report (you're sure that was for the entire 77 miles, and only those miles? From the from dash or Nav screen?) suggests the kWh used, as reported by CW/NC was about 22 kWh (77/3.5) ~88% of the 25 kWh accepted on the recharge, close to the expected expected discharge/recharge efficiency and not nearly the ~20% error (see below) that seems to be shown by your 25 kWh recharge report.

jbuntz wrote:So what do you think the true capacity is and what are they going to tell me Tuesday?

I have no idea what Nissan will tell you, but since your pack apparently accepted almost 79% of its specified capacity (25/31.7807) after a less-than-complete discharge, I think with further observation you would probably find that your pack still has between 75% and 85% of its specified capacity, as opposed to the ~63% your LBC is reporting.

The big variable you did not mention is battery temperatures during the previous charge, the discharge, and the recharge. The warmer the pack, the higher the available capacity, and also the higher the efficiency of the charge and discharge cycles.

Unfortunately (and unlike for the "24 kWh" packs) we have virtually no temperature data reported for the "30 kWH" packs.

dedwards wrote:Today was the first day I was able to test my power added after the software update.
Drove to work today trying to bring the car as low as I could and hooked it up to the ChargePoint charger.

13% Remaining on the battery, with two bars showing on the dash gauge.
Charger added 24.909 kwh to the battery. I did not have time to gather the latest LeafSpy data.

By my calculations, this means about .28631 kwh per percent used. This would mean an available capacity of 28.631 kwh. My understanding is that the car holds a small reserve charge of a couple kwh beyound 0% available power.

Looks pretty close to where it should be considering the miles on the car.

I would love information on how to best test the battery capacity.

Part of the thing that makes the calculations difficult is you have to consider the efficiency of all the parts. The chargepoint is probably close to 99.9% since it only connects the power to the charger in the car. The charger is more like 85% since it has to convert the AC to DC and up the voltage to 400V.
One study said it takes 32kWh to fill a new battery to 28.5kWh. So 13% = 3.7 kWh + 24.9 added = 28.6 28.6/32 = 89% capacity?

I don’t trust anything on the dash these days so I am going to run it down to turtle and then charge it up and see how close it is to 32. Or 28.5 on a QC charger.

You assumed that the ChargePoint used was NOT a QC, i.e. no DC directly to the battery with no losses, except internal battery resistance
losses, right? Was that really the case?